Motor.



No. 702,404. Patented June 17, |902. H. DE CHARDGNNET.

MOTOR.

(Application led Apr. 19, 1899.) (No yodel.) 4 sheets-sheet nl: Nonms Firms cu` sucr-Elmo.. wAsumcrcm. u. c

No. 702,404. Patented lune I7, |902.

H. DE CHARDUNNET.

MOTOR.

(Appncatinn mea Apr. 19, 189s.) (.No Model.) 4 Sheets--Sheet 2.

wg Norms vsn-Rs no, Puma-umm wAsmNffe n Y:

No. 702.404. Patented lune I7, |902.

H. 0E cHAnuoNNET.

MOTOR.

(Applikation med Apr. 19, 1809.)

4 Sheets-Sheet 3.

(No Model.)

No. 702,404. Patented :une I7, |902.

H. DE CHARDU-NNEVT. MOTOR.

(Application led Api, 19, 1899.)

(No Model.) 4 Sheets-Sheet 4,

` INVENTOR: ITNESSES; f@- /www@ By zameys,

UNITED STATES PATENT OFFICE.

HILAIRE DEA CHARDNNET, OF PARIS, FRANCE.

MOTOR.

SPECIFICATION forming part of Letters Patent No. 702,404, dated June 17, 1962;

Application filed April 19,'1899.

T0 .all zij/wm, it may concern:

` Be it known that I, HILAIRE DE CHARBON- NET, a citizen of the ,Republic of France, residing at Paris, France, have invented certain new and useful Improvements in Light Motor-Engines to be Worked Either by Steam or other Motor Fluid, of which the following is a specification.

This invention relates to a construction of motor-engine wherein a reciprocating rotary motion of the piston or equivalent device may be directly transmitted as continuous rotary motion from the axis of the motor to a shaft in line therewith. Such reciprocating rotary motion may, however, also, if required, be transmitted as continuous rotary motion to an externalshaft by means of crank and connecting rods in the ordinary manner of en-` gines with rectilinearly-reciprocating pistons.

The motor-engine can be worked by elastic fluids, such as steam or compressed or heated air.

I will describe my invention with reference to the accompanying drawings, in whichf Figure l shows a longitudinal section, and Fig. 2 a cross-section, of a steam-engine according to my invention. Fig. 3 is an end view. Fig. 4C is a side view. Figs. 5 and 6 are opposite end views showing the valve-operating cams. Fig. 7 is a longitudinal section of a pair of valves. Figs. 8 and 9 are a transverse and a longitudinal section, respectively, of the packing for the oscillating plane b. Figs. 10 and l1 are a longitudinal and transverse section, respectively, of the packing for the shaft c; and Figs. 12 and 13 show the means for transforming the oscillating motion of the piston into a continuous rotation.

According to my invention the ordinary motor cylinder is replaced by a chamber formed of a segment of a surface of revolution a, (cylinder, tore, or sphere,) within which oscillates a diametrical plane b, fixed on the axis c, which plane replaces the ordinary piston and which is situated between two other fixed planes d, which serve as end surfaces to the segment-chamber. The parts of the surface of revolution are arranged in pairs in two symmetrical quadrants, in the spaces between which are placed the admission and exhaust appliances for the steam or Serial No. '713|580. (No model.)

gases. This arrangement also reduces the friction in the bearings. These appliances are in the form of distributing-cocks or barrel-valves f, actuated without any intermediate mechanism by means of cam devices g 71 Figs. 5 and 6, fixed directly on the oscillating shaft c. The transmitting mechanism and articulated connections being thus dispensed with, the engine can oscillate freely and rapidly. The motion of the piston is entirelyindependent of the mechanism to which it is connected for utilizing the power. The distributing-valves fare so arranged as by one and the same movement to supply the two contiguous ends d of the two opposite quadrants. Fig. 7 shows a pair of these valves in longitudinal section. The two valves serving to supply the two contiguous ends d d, the one serving as supply-valve and the other as exhaustvalve, are mounted end to end. The campiece g, Fig. 5, works the two supply-valves and the cam-piece 7i the two exhaust-valves. The action of these valves will be presently described. The surface of revolution preferably used is that of a sphere, and the angle of oscillation or stroke is ninety degrees. The engine can be constructed like ordinary engines to be either double-acting `or single-acting. In the latter case an opposing spiral or other spring may bring the piston back to its original position after each working stroke. The fluid-tight working of the oscillating shaft is insured by means of metallic or fibrous packingj, if required.

In engines of my system the frictional joints are entirely metallic and are constructed according to a new principle, which is as follows: Each frictional jointis composed of, two contiguous surfaces, which are united by a lubricant that produces the iiuid tight joint. Whether the elastic fluid itself penetrates between these surfaces in consequence of a defect or whether the pressure is transmitted to the liquid lubricant the jointis required at each moment to resist over its entire Asurface the maximum pressure of the elastic fluid. The surfaces require, therefore, to be pressed together by means of a force at least as great as the maximum pressure of the elastic fluid upon the same extent of surface. I apply this principle of construction to the three kinds of joints employed IOO in my said motor-engine, as I will describe with reference to Figs. 8 and 9 for a circular joint and to Figs. l0 and l1 for a straight joint.

The circular segmentsj, embedded in the oscillating pistons b, Figs. S and 9, rest upon a steel spring c of sinuous curvature, capable of resisting at least the pressure which the elastic iiuid would exercise if it acted freely upon the surface of the segment. The straight joint along the oscillating axis c, Figs. 10 and ll, is insured in the same manner by straight bars Z, acted upon by sinuous springs m. These segmental bars Z have the peculiarity that they are formed with bevelsurfaces at the ends in order not to leave any space between them and Vthe annular segments '11, which will be presently mentioned. A Wedge n, pressed by a special spring, insures the contact of the two ends. It is made of softer metal than the segments, so that it may act properly. The circular joints t are preferably formed by divided circular segments like the segments of ordinary pistons, with the difference that they exercise an inward-directed pressure upon the axis equal to the pressure of the elastic fluid.

Application of the above-described prnciples to a steam-engine.-'l`he exhaust-cam'h (shown separately at Fig. 6) is formed by two tappets for each distributer, which push the stud q of the exhaust-valve to the end of its stroke. The admission-cam g, Fig. 5, which has to effect the expansion, on the other hand, is provided for this purpose between the tappets r z, acting upon the abutments t a; of the valves f With an intermediate 'projection s, which moves the valve back into the middle position, in which all passages are closed. The action is as follows: At the end of the pistons stroke the cam g in moving in the direction of the arrow, Fig. 5, causes the tappetr to strike against the abutment t and pushes it, causing the valve to turn through a small angle preparatory to its opening movements. The abutment t is then in the path through which passes the tappet z of the cam, and at the commencement of the return motion of the piston the tappet z touches t, and in consequence of its inclined surface it completes the turning of the valve into the full open position. The return motion continuing,the projection s bears against the block ct and brings the valve back to its middle closed position, as shown in the drawlngs.

The entire engine is constructed of steel, except the ends of the segments, which also serve for fixing the valves and the spheroidal quadrantchambers tothefoundation. These ports communicating directly with the boiler and supplying the chambers without passing through the distributing appliances. These starting-ports have a much smaller section than the ports of the distributing-valves, (onetenth or one-twentieth.) They are coupled in pairs corresponding to the symmetrical faces of the two pistons. The one or the other is opened, according to the direction in which the engine is to be started. The elastic fluid, although entering slowly through the starting-port, exerts its full pressure for starting the pistons stroke. The starting connections are shown in Fig. 2, the ports being indicated at A and being exaggerated in size for the sake of clearness. The engine being thus started, the distributing-valves begin to work in the normal manner. The starting-valves are then closed at leisure, as the small amount of steam admitted by them does not materially affect the regular working of the engine while they are left open.

The above-described arrangement of the engine may be readily adapted for working with double and triple expansion. In that case several spherical engines are combined in the same way as the cylinders of ordinary compound and multiplex expansion engines are combined.

The above-mentioned starting-valve may be applied to all the cylinders so as to admit full-pressure steam to all on starting, so that the considerably-increased force necessary for starting is thus obtained.

Fig. l2 shows an arrangement for transforming the reciprocating motion of the piston into a continuous rotary motion. On the axis 2l of the piston 22 is fixed a beam 23, connected by links 2li to two cranks 25, fixed on the axes of the two pinions 26, which gear with an internally-toothed wheel 27, from which the motive power is taken. A clutch apparatus for converting the reciprocating motion .of the above-described motor into the continuous rotary motion of a shaft in line with the engine-axis is arranged as shown at Fig. 13. The oscillating axis of the engine, carried in bearings, has at its one end a lianged disk 28, surrounding the revolving shaft, arranged in line with the motor-axis. Between this disk and the revolving shaft are arranged a number of wedges 29, parallel to the axis, one rounded angle of which wedges rests in a notch in the revolving shaft 30, While the opposite face is put alternately in contact with the disk 28, so that when the axis and the disk revolve in the same direction there is contact, while the Wedge is out of contact when they revolve in contrary directions. The wedges are of course so arranged as to be in contact during the working stroke of the engine when this is singleacting. When the engine is double-acting, there are arranged two similar flanged disks, one at each end of the engine-shaft, the wedges of the one disk being arranged in the opposite direction to those of the other disk,

IOO

IIO

so that by this means each oscillation of the engine-axis imparts rotary motion in a contrary direction to a shaft at each end of and in line with the engines axis, the motion of the one shaft being reversed, if required, by any suitable reversing-gear, or the motion of both shafts may be imparted to a third'shaft, in the one case by an open belt and in the other case by a crossed belt, so that the third shaft will be rotated continuously in the same direction.

If it be desired to apply the above-described double-acting engine to the driving of the Wheel-axle of a vehicle, such aXle is divided in two, the one half being driven direct and the other by reversing-gear. In this case, each Wheel being driven by a separate stroke of the piston, no differential coupling such as ordinarily'employed is required.

In Fig; 13, which shows the clutch, 30 is the continuous-revolving shaft, the end of which is arranged to take a bearing in the hollow end of the engine-axis. The disk 2S is screwed and keyed on a shaft, and its rim has a lining of leather 33 for increasing the frictional contact with the wedges. Two circular channels contain springs 35, xed to the wedges 29 and kept in frictional contact with the said lining, so as to start the action of the wedges at each oscillation of the disk. The wedges have to fulfil the following conditions: (a)` They must be capable of assuming under the action of the springs 35, attached thereto by studs 37, a slight oscillatory motion upon their support, whereby they are applied against the leather 33 when the disk 28 imparts rotation to the shaft and are withdrawn therefrom when the disk recedes. (b) They must have an inclination relatively to the disk included in the angle of friction-namely, about thirty degrees for leather. (c) They must aiord sufficient contact-surface for preventing any crushing of the materials of such sur-A faces-namely, leather and iron.

What I claim is- 1. In a motor-engine, the combination of a pair of solid pistons arranged to balance each other on opposite sides of a shaft and arranged to oscillate in two opposite quadrants of a spherical casing, and a device for the intro duction and discharge of the motor uid arranged in each of the spaces between said quadrants and connected to each of said quadrants, substantially as described.

2. In a motor-engine the combination of a pair of solid pistons arranged to balance each other on opposite sides of a shaft, a pair of opposite quadrant-chambers a in which said pistons are arranged to oscillate, a device forA the introduction and discharge of the motor fluid arranged in each' of the spacesbetween said quadrants and connected to each of said quadrants, means for cutting off the supply of fluid at a determined point of the stroke so as to effect expansion, and vmeans for ad-` mitting the iuid simultaneously and symmetj HILAIRE DECHARDONNET. a

Witnesses:

JULES ARMENGAUD, Jeune, J. ALLIsoN BOWEN. 

